Transport and rail infrastructure monitoring system

ABSTRACT

A rail infrastructure monitoring system enables integrated continuous monitoring and analysis of above and below rail assets, providing passenger and freight operators an end-to-end solution. Embodiments of the system comprise monitoring, coordinator control and display, communications, and business integration. Modern rail and transport techniques of providing integrated logistics are supported, offering improved safety, reduced total cost of ownership and the ability to increase capacity. Also, identification of links between different sets of data in ‘real time’ across all monitored infrastructure is enabled. Field hardware includes three modules: control; wagon master; and sensor, the latter communicating wirelessly with a wagon master module, and each sensor module is associated with a respective wagon or portion of below rail infrastructure. Sensor data values indicate the condition of either values outside the threshold alert of a train master via wagon master units or for below rail directly to the train master, which is then forwarded to a business component.

FIELD OF THE INVENTION

The present invention relates to a system and method of monitoringtransport and rail infrastructure. In particular, although notexclusively, the invention relates to a system and method for monitoringand reporting on freight and passenger rail infrastructure by aplurality of sensor modules on above and below rail infrastructure. Theinvention supports the modern rail and transport techniques of providingintegrated logistics, which in mining is known as a ‘Pit to Port’concept.

BACKGROUND TO THE INVENTION

For rail monitoring systems, a rail operator typically installs variouswayside detection systems from different manufacturers at fixedlocations in a railway network. These locations are determined tofacilitate the highest likelihood of detecting faults, and reduce therisk of having an incident, such as derailment. The systems aretypically known as Asset Protection Systems and they function to monitorkey parameters of the rolling stock and other rail infrastructure, andproduce alarms if a performance indicator thereof is detected as goingoutside a pre-set or threshold level of performance.

The main problem with current wayside systems on the market is that theyvary in reliability and do not monitor rail infrastructure, such asabove rail (a train, e.g., Locomotives, wagons (freight and passenger),track machines, road-rail vehicles and other above rail infrastructure)and below rail (the railway infrastructure, e.g., track, formation,ballast, switches, signals, communications, power, level crossings,bridges), in a continuous or real-time manner. Both issues can result inmissed detection of faults within rail infrastructure, which can resultin incidents or accidents. Because of their stand-alone designs, currentsystems also are not capable of linking all data associated with eachpiece of infrastructure together so that cross data integration canoccur.

Such wayside systems are also expensive to install and maintain. Themajor installation expense is determining a suitable location that iswithin easy reach of a power supply, a communications network and anaccess road, whilst sometimes trading this off against providing thebest location to monitor the rail infrastructure. It is now commonpractice to co-locate the various wayside monitoring systems together toform a common installation site. This installation site allows for amore cost-effective utilisation of resources but there is inevitably acompromise, as some devices cannot be located together due to theirdesign requirements. By way of example, a hunt detector generally needsto be close to a curve, whereas pantograph and acoustic bearingmonitoring systems typically require a straight portion of railway trackto function appropriately. In addition to the initial capital cost ofthe actual trackside monitoring system installation, the ongoingmaintenance cost of these installations makes them very expensive to ownand operate.

Further to the above, once an installation site has been chosen, thereis usually a significant initial capital cost required, followed byongoing maintenance costs of the installations themselves as well as thesupport systems, e.g., access roads, power systems andtelecommunications systems. Additionally, there typically needs to befurther preventative maintenance visits to protect, e.g., tracksidecables during track tamping operations. Since the monitoring systems atsuch installation sites can only be located at a limited number of fixedlocations, they can only detect a failure or fault at the locationthereof, instead of when the failure or fault actually arises. As aresult, if a critical or serious failure or fault occurs after the trainin question has passed the installation site housing the monitoringsystems (e.g., outside the detection window) but before the nextinstallation site, then an accident or incident, such as derailment,could result.

Accordingly, there remains a need for an improved transport and railinfrastructure monitoring system.

OBJECT OF THE INVENTION

It is an object of the present invention to overcome and/or alleviateone or more of the disadvantages of the prior art or provide theconsumer with a useful or commercial choice.

SUMMARY OF THE INVENTION

In one aspect, although not necessarily the only aspect or the broadestaspect, the invention is a rail infrastructure monitoring system,comprising:

a control unit;

a plurality of sensor modules configured to communicate wirelessly witha wagon master module, wherein each sensor module and each wagon mastermodule are associated with a respective wagon of a train on a track,each sensor module including one or more sensor units, the sensormodules comprising:

-   -   a processor; and    -   one or a plurality of sensors adapted to measure one or more        sensor data values indicative of a condition of a portion of the        track infrastructure and/or the wagon, the sensors further        adapted for inputting the sensor data values to the processor;

wherein the processor is adapted to determine whether the measuredsensor data values from the sensors is within a threshold range thereofand respond to a determination that the measured sensor data values areoutside the threshold range by generating and sending an alert signal tothe control unit.

In one embodiment, the sensor modules each include a uniqueidentification address configured to associate the sensor data valueswith an identification number of a wagon or below rail infrastructureassociated with the sensor module.

In certain embodiments, the sensors provide real-time and/or at leastsemi-continuous measurement of the sensor data values to the processor.

In some embodiments, the sensor modules each have a ZigBee transceiverand communicate locally with a wagon master module which thencommunicates (via its own separate ZigBee transceiver) with a trainmaster control unit using wireless communications according to a ZigBeeprotocol. In other embodiments there is a LORA transceiver module orother modes of communications, or combinations thereof.

Suitably, the one or plurality of sensors are selected from the groupconsisting of a temperature sensor, an accelerometer, a vibrationsensor, a gyroscope, a wind sensor, an acoustic sensor, a force sensorand any combination thereof.

The one or plurality of sensors are suitably operatively associated witha respective wheel axle assembly of the wagon.

In particular embodiments, the sensor data value is selected from thegroup consisting of a wheel temperature value, a brake block missing, abrake shoe wear outside limits, a dust value, a handbrake position, aChute/Wagon cover position, a spring fault, a suspension range, acoupler force, slack value, a hunt detection, a brake air pressure, atrain integrity status, a switch machine status, a bridge monitor, atrack lubricator status, dangerous goods status, weather value, an axlevibration value, a bearing vibration value, a wagon weight, an acousticsignature and any combination thereof.

In one embodiment, the sensor data values are indicative of one or moreof a degree of degradation of a bearing of a wheel, a flat portion on awheel, a brake condition, an overloaded wagon, an unevenly loaded wagon,a chute/cover open, track temperature and wagon hunting.

Suitably, the wagon master modules each include a GPS unit and thesensor data values identify a respective location of each of the sensormodules and wagons.

In some embodiments, the wagon master modules are configured tocommunicate with a train master unit directly or by communicatingthrough adjacent wagon master modules as intermediary communicationlinks.

In particular embodiments, the control unit and/or the sensor modulesare capable of receiving and/or processing one or more external signalsfrom a below rail detection device.

Suitably, the system of the present aspect further includes a datatransmitter for transmitting the sensor data values and/or the alertsignals for all or at least a portion of the sensor modules to a controland/or an operator remote from the train. In the case of partialreadings when the train comes back to high speed communication range orreaches the end of the journey any missing values are automaticallydownloaded to the control centre.

In another embodiment, the invention provides a wagon master module withvarious separate sensor modules for application to a wagon of a train ona track, each sensor module comprising:

a transceiver configured to communicate wirelessly with the wagon mastermodule;

one or more sensor modules; the sensor modules comprising:

-   -   a processor; and    -   one or a plurality of sensors adapted to measure one or more        sensor data values indicative of a condition of the wagon, the        sensors further adapted for inputting the sensor data values to        the processor;

wherein the processor is adapted to determine whether the measuredsensor data values from the sensors is within a threshold range thereofand respond to a determination that the measured sensor data values areoutside the threshold range by generating and sending an alert signal tothe wagon master module.

Suitably, the sensor module is suitable for use in the system of theaforementioned aspect.

In one embodiment, the wagon master module further comprises a uniqueidentification address configured to associate the sensor data valueswith an identification number of the wagon or below rail infrastructureassociated with the sensor module.

In particular embodiments, the sensors provide real-time and/or at leastsemi-continuous measurement of the sensor data values to the processor.

Suitably, the sensor modules and wagon master modules each have a ZigBeetransceiver and communicate with their respective control units usingwireless communications according to a ZigBee protocol. In otherembodiments they may have another communications transceiver such asLORA, etc.

In certain embodiments, the one or plurality of sensors is selected fromthe group consisting of a temperature sensor, an accelerometer, avibration sensor, a gyroscope, a wind sensor, an acoustic sensor, aforce sensor and any combination thereof. Force sensor readings may beused to measure a number of things such as ‘in train force”, brakeeffectiveness and provide a feedback to the driver for driving strategyor into ‘in cab’ or ‘Driverless’ systems to provide dynamic adjustmentof ‘braking distance’ and reduction of ‘in train forces’.

The one or plurality of sensors are suitably to be operativelyassociated with a respective wheel axle assembly of the wagon.

In one embodiment, the sensor data value is selected from the groupconsisting of a wheel temperature value, a brake block missing, a brakeshoe wear outside limits, a dust value, a handbrake position, aChute/Wagon cover position, a spring fault, a suspension range, acoupler force, slack value, a hunt detection, a brake air pressure, atrain integrity status, a switch machine status, a bridge monitor, atrack lubricator status, dangerous goods status, weather value, an axlevibration value, a bearing vibration value, a wagon weight, an acousticsignature and any combination thereof.

In some embodiments, the sensor data values are indicative of one ormore of a degree of degradation of a bearing of a wheel, a flat portionon a wheel, a brake condition, an overloaded wagon, an unevenly loadedwagon and wagon hunting.

Suitably, the wagon master module of the present aspect further includesa GPS unit and the sensor data values identifying a respective locationof the sensor module.

In certain embodiments, the wagon master module is configured tocommunicate with the train master unit directly or by communicatingthrough adjacent sensor or wagon master modules as intermediarycommunication links.

In one embodiment, the wagon master module is capable of receivingand/or processing one or more external signals from a below raildetection device.

In a further aspect, the invention resides in a method for monitoring awagon of a train on a track, said method including the steps of:

providing a wagon master unit and a sensor module, wherein the sensormodule comprises a transceiver configured to communicate wirelessly withthe wagon master unit and one or more sensor modules communicating withthe wagon master unit, the sensor modules comprising a processor and oneor a plurality of sensors;

measuring by the one or plurality of sensors one or more sensor datavalues indicative of a condition of a portion of the trackinfrastructure and/or the wagon;

inputting the sensor data values to the processor;

determining by the processor whether the measured sensor data valuesfrom the sensors is within a threshold range thereof; and

generating and sending an alert signal to the wagon master unit whichthen forwards the signal to the train master unit if the processordetermines that the measured sensor data values are outside thethreshold range.

Suitably, a train master unit is associated with a locomotive of thetrain.

In one embodiment, the present method further includes the step ofreceiving and/or processing one or more external signals from a belowrail detection device.

In other embodiments, the present method further includes the step ofassociating the sensor data values with an identification number of thewagon or below rail infrastructure associated with the sensor module.

In some embodiments, the present method further includes the step oftransmitting the sensor data values and/or the alert signals for all orat least a portion of the sensor modules (depending on communication andimportance) to a control centre and/or an operator remote from thetrain. In the case of the partial readings when the train comes into hispeed communication range or reaches the end of the journey any missingvalues are automatically downloaded to the control centre.

In certain embodiments, the processor generates an alert signal if thesensor data values are above or below the threshold level.

Suitably, the sensor module is that of the aforementioned aspect.

Further features of the invention will become apparent from the detaileddescription below.

BRIEF DESCRIPTION OF THE DRAWINGS

To assist in understanding the invention and to enable a person skilledin the art to put the invention into practical effect, preferredembodiments of the invention will be described by way of example onlywith reference to the accompanying drawings, in which:

FIG. 1 is a schematic diagram of an embodiment of a complete railinfrastructure monitoring system of the present invention;

FIG. 2 illustrates a train that incorporates the rail monitoring system,according to the embodiment FIG. 1;

FIG. 3 provides a close-up view of a locomotive and a single wagon ofthe train of FIG. 2;

FIG. 4 is a schematic diagram of a sensor module of the complete railinfrastructure monitoring system of FIG. 1;

FIG. 5 is a schematic diagram of train master, wagon master and sensormodules of the complete rail infrastructure monitoring system of FIG. 1;

FIG. 6 is a general diagram of the functional components of a wagonmaster module of FIG. 5; and

FIG. 7 provides an overview of a rail infrastructure monitoring systeminformation flow;

FIG. 8 provides a block diagram of a wagon master module;

FIG. 9 provides a block diagram of a train master module;

FIG. 10 provides a sensor operational flowchart;

FIG. 11 provides a sensor module block diagram;

FIG. 12 provides a rail communication schematic; and

FIG. 13 provides a train master to train control block diagram.

DETAILED DESCRIPTION OF THE INVENTION

The present invention relates to a system and method for monitoring railinfrastructure, such as trains (i.e., above rail infrastructure) and oneor more portions of a railway track (i.e., below rail infrastructure),and the performance and/or integrity thereof. Elements of the inventionare illustrated in concise outline form in the drawings, showing onlythose specific details that are necessary to understand the embodimentsof the present invention, but so as not to provide excessive detail thatwill be obvious to those of ordinary skill in the art in light of thepresent description.

Thus embodiments define a complete system of monitoring railinfrastructure that includes semi-continuous monitoring of indicators ofthe performance and/or integrity of rail infrastructure, inclusive ofabove rail infrastructure (e.g., rolling stock) and below railinfrastructure (e.g., railway track and associated infrastructure suchas signalling, etc).

In this specification, adjectives such as first and second, top andbottom and the like may be used solely to distinguish one element oraction from another element or action without necessarily requiring orimplying any actual such relationship or order. Words such as“comprises” or “includes” are intended to define a non-exclusiveinclusion, such that a method or apparatus that comprises a list ofelements does not include only those elements but may include otherelements not expressly listed, including elements that are inherent tosuch a method or system.

A monitoring system is described herein that comprises a plurality ofindividual sensor modules or units, each of which is associated with anindividual piece of infrastructure (e.g., above or below railinfrastructure) such as a wagon of a train. Generally above railinfrastructure includes all rolling stock items, whereas below railinfrastructure includes the track and associated infrastructure such asswitch machines and trackside signals. Each sensor module generates andmonitors respective sensor data representing one or more sensed ordetected environmental parameters or conditions expressed by at leastone value, and generates and transmits an alert signal, preferably usinga limited-range wireless communications protocol, such as Bluetooth,LORA WIFI or ZigBee, to the operator of a locomotive and/or a centralcontrol centre if this sensor data indicates a fault or imminentfailure. It will be appreciated, however, that wired means oftransmitting such sensor data and/or alert signals as are known in theart are also envisaged.

Accordingly, according to some embodiments a rail infrastructuremonitoring system includes:

a) monitoring components (such as above and below rail sensors)

b) a coordinator control and display component (such as a train mastermodule);

c) a communications component (such as along the train as well as movingalong the track), and

d) a business integration component.

Functionally the above provides a complete rail infrastructuremonitoring solution by integrating monitoring and analysis of all aboveand below rail assets, including business integration.

The monitoring components can include a wagon master control unit and aplurality of sensor modules configured to communicate wirelessly withthe wagon master which then communicate via each other to the trainmaster unit, wherein each sensor module is associated with a respectivewagon of a train (above rail) on a track or a sensor associated with thetrack itself (below rail), each sensor module including one or moresensor sub-modules. The sensor sub-modules comprising:

-   -   a processor; and    -   one or a plurality of sensors adapted to measure one or more        sensor data values indicative of a condition of a portion of the        track infrastructure and/or the wagon, the sensors further        adapted for inputting the sensor data values to the processor;

wherein the processor is adapted to determine whether the measuredsensor data values from the sensors is within a threshold range thereofand respond to a determination that the measured sensor data values areoutside the threshold range by generating and sending an alert signalvia the wagon master then onto the train master unit which then is sentto a train control module.

Embodiments of the present invention avoid the high installation costsof trackside detection systems and the costs of the associatedunderlying infrastructure (e.g., optic fibre/radio backbone networks,power systems etc) and provides a cost effective alternative system, asthe communication and power system components are built into the systemand remote access is not required.

Current monitoring systems rely on wayside equipment that is fixed to aspecific location in the rail network, which limits the detection offaults in a train to these locations only. Advantageously, the presentrail monitoring system is not limited or fixed to a particular location,but rather allows for at least semi-continuous or real-time monitoringof all above rail infrastructure, such as a train and all below railinfrastructure such as the railway track itself. This allows for therapid and early detection and transmission of potential faults in a railnetwork to a user thereof, such as a driver or central control operator,thereby acting to minimise damage to associated rail infrastructure,inclusive of the train and railway track thereof, and prevent accidents,such as derailment. Particular embodiments of the present railinfrastructure monitoring system also advantageously require no waysidemonitoring devices.

By way of example, if a problem or fault is detected or predicted, thepresent rail monitoring system can relay an alarm or alert from thetrain in question via a high-power communication link to a centralmonitoring station or centre. If time permits, a maintenance action canbe scheduled. Alternatively, if failure or an accident (e.g.,derailment) is estimated to be imminent, the train can be diverted orstopped before such an event occurs. Accordingly, the present monitoringsystem can not only save operating costs, but also improve safety ofusers of the associated rail infrastructure.

Additionally, normal industry practice is that each piece of railinfrastructure that represents a risk is monitored by various means,either automated, or via manual inspection systems. None of theseindividual monitoring systems, such as wayside monitoring systems, arelinked or coupled to each other or those monitoring systems associatedwith the train itself. By way of example, track and bridge monitoringsystems are not coupled to train systems that monitor wagon weight orsuspension faults. Certain embodiments of the present invention,however, advantageously provide for the interface and integrationbetween below rail monitoring systems and those above rail such aswithin the train itself. The end result is that an operator is providedwith a complete real-time picture of the rail network as it operateswith the monitored trains and their impact on related railinfrastructure. For example, the rail monitoring system allows for themonitoring, in real time, of the wagon or car as it passes over thebridge with the bridge monitoring system allowing for the first time aclear understanding of the effect of one monitored parameter on theother.

In particular embodiments, the present rail infrastructure monitoringsystem also advantageously provides track monitoring (below rail) inaddition to monitoring of rolling stock component (above rail) of therail infrastructure, resulting in continuous and up to date trackinspections that prevent or minimise the risks associated with manualtrack inspections or monitoring especially as high traffic densitieslimit preventative maintenance track inspections.

FIGS. 1, 2 and 3 provide an illustration of the rail infrastructuremonitoring system 100, according to the invention applied in the contextof a railroad train 105 on a railway track (i.e., below rail component)102. The train 105 comprises a locomotive 110 and a plurality ofserially connected railroad wagons or cars 120. Each wagon 120 issupported on two trucks or bogies 121, each having four wheels 123 andan associated bearing 124 and an axle 122 that together define a wheelaxle assembly 128. Although the present rail monitoring system 100 isdescribed below with respect to manually driven trains, it is envisagedthat it can also be compatible with driverless train technology.

The rail infrastructure monitoring system 100 comprises onboard andself-contained diagnostic and monitoring sensor assemblies or sensormodules 126 having a plurality of sensors 130 that wirelesslycommunicate status and data to a wagon master module 125. The wagonmaster module 125 wirelessly communicates to an existing train masterunit 108 that is located within the locomotive 110. Each wagon mastermodule 125 of the rail infrastructure monitoring system 100 isassociated with a single wagon 120.

The sensor modules 126 when powered, autonomously form a localintra-wagon network, as indicated schematically in FIG. 5 as line 129(e.g., a ZigBee Carriage Network) and in FIG. 12 as a local meshwireless network. The wagon master modules 125, when powered, eachautonomously form an inter-wagon network, as described below andindicated schematically in FIG. 5 as line 127 and in FIG. 12 (e.g., atrain mesh network), and wirelessly transmit status indicators anddiagnostic data as required to the train master unit 108 of thelocomotive 110, either by direct wireless communication the train masterunit 108 (e.g., the train master unit 108 is or comprises a ZigBeeradio-equipped computer system supported on and powered by thelocomotive 110), or by a leap-frog or mesh network using the othermaster modules 125 by ZigBee communications to act as intermediaries toreceive and forward communications to the train master unit 108 in thelocomotive 110.

In the embodiments provided, the master modules 125 and/or the trainmaster unit 108 can also receive one or more inputs from or interfacewith one or more below rail sensors, monitors or devices 190, asindicated in FIG. 1 and FIG. 12 as below rail infrastructure, as areknown in the art. Non-limiting examples include a flood sensor, a rockface or embankment slip sensor or indicator, a wind monitor, a weathermonitor, a switch machine monitor, a bridge monitor, a level crossingmonitor, weather monitors including but not limited to stream flowdetector (used where hydrology data suggests a risk of periodic waterflow which could threaten integrity of the railway track 102 byovertopping bridges and the track formation). The wagon master module125 shown in FIG. 6 has other sub-modules 140 and 145 installed, whichfunction the same as an additional sensor module 126 to allow othermonitoring to be undertaken, such as the below rail inputs describedabove.

The train master unit 108 in the locomotive 110 also suitably functionsas the network coordinator. Powered by the locomotive's 110 onboardpower system, it preferably transmits network beacons to the mastermodules 125, sets up the network of master modules 125, manages thenetworked operation, stores network module information, and routesmessages, when appropriate, between paired master modules 125. Suitably,the train master unit 108 receives communications from each of themaster modules 125 in at least a semi-continuous or real-time manner.

Additionally, the train master unit 108 can interface with an existinglocomotive communication system 111. To this end, the locomotive 110 isconfigured for long-range communications, such as satellitecommunications 112 or mobile phone communications 113, and transmits viacell phone or satellite phone, or via a combination thereof, statusindicators, alert signals and/or sensor data derived from one or more ofthe master modules 125 of the wagons 120 attached to the locomotive 110to a control centre or system 170 remote therefrom. Additionalmodalities of wireless communication, such as ZigBee, WiFi, Bluetooth,VHF/UHF radio, LoRa and the like are also envisaged for thecommunication system 111. The locomotive 110 may also comprise, forexample, an audible and/or visual alarm unit or system 107 (e.g., aspeaker unit and/or a display) operably connected to the train masterunit 108 so as to alert an operator therein of a particularly urgentalert or condition that may require the train 105 to be stopped ordiverted immediately.

The train master unit 108 is adapted to process and/or store the sensordata wirelessly received from each of the master modules 125 anddisplays reports of the sensor data to the operator in the locomotive110 itself and/or the control centre 170 (see FIGS. 1 and 13). Suchreports and sensor data may also be accessible to users having access tothe rail monitoring system 100 via the Internet or other mobilecommunications systems, as are known in the art. Those mobilecommunications systems (e.g., a mobile or tablet device carried by arailroad worker 171) (see FIGS. 1 and 13) also preferably have a displayfor displaying data, input mechanisms for requesting information, and aspeaker unit for broadcasting an audible alarm to alert the worker to anurgent alert or condition.

As illustrated in FIG. 4, the sensor modules 126 each comprise one or aplurality of monitoring devices or sensor sub-modules 140. Preferably,each sensor module 126 comprises the same or substantially the samenumber, arrangement and configuration of sensor sub-modules 140, but itwill be appreciated that in alternative embodiments, each of the sensormodules 126 may contain one or more different sensor sub-modules 140that may contain, for example, different sensors or differentarrangements thereof. As shown in FIG. 3, the respective sensor modules126 are positioned adjacent each wheel 123 of the wagon 120.

Each of the sensor sub-modules 140 are configured to detect or sense oneor more performance indicators or environmental conditions or stimuliand thereby generate sensor data therefrom. A number of parameters maybe used, including, for example, temperature, vibration, light, varyingor constant magnetic or electrical fields, humidity, location (such asindicated by a GPS system or otherwise), acceleration, velocity, sound,shock, pressure, force or the flow rate of a fluid or a gas. As shown inFIGS. 4 and 5, the sensor modules 126 have sub-modules 140 which areeach operably coupled to a respective data processing module 145, suchas a Fast Fourier Transform (FFT) module with the option of furtherprocessing occurring in other modules as required, for processing thedetected sensor data as outlined in more detail below. See FIG. 10showing a sensor operational flowchart.

Referring to FIG. 5, each wagon master module 125 further includes acontrol or master sub-module 135, which is operably connected to theplurality of sensor sub-modules 140 and data processing sub-modules 145.Both the sensor module 126 and wagon master module 125 are alsoelectrically coupled to a power supply 109, such as a battery, agenerator, existing supply, energy harvester or a solar cell, whichsupplies power to each of the control sub-module 135, the sensorsub-modules 140 and the data processing sub-modules 145.

Referring to FIGS. 5 and 6, in the wagon master module 125 the controlsub-module 135 comprises a ZigBee transceiver 136 for operablyconnecting to the inter-wagon network 127. Further to this, a GPS unit137 is incorporated into the control sub-module 135 which provides GPSposition, date and/or time data with respect to a specific wagon 120 ofthe train 105. In particular embodiments, the GPS unit 137 of respectivewagons 120 can be used to determine any slack action (e.g., slack “runin” and/or “run out”) there between. Additionally, data from the GPSunit 137 can be used to determine an approximate length of a train 105.This information in conjunction with the number of associated wagons 120of the train 105 and rear of train air pressure allows the system 100 toenhance the rail operators' safety requirement for train integrity.

Additionally, the wagon master control sub-module 135 includes a datastorage unit 138, which may include, for example, a system memory, anon-volatile memory, a storage device or the like, as are known in theart. It would be appreciated that the event storage unit 138 may, forexample, store data with respect to a threshold level as well ashistorical data of the functioning of the respective sensor modules 126.In particular embodiments, only sensor data that falls outside normalranges (i.e., is outside one or more threshold levels) and hencestimulates the control sub-module 135 to generate an alert signal is tobe stored in the data storage unit 138 for further analysis later.

The control sub-module 135 further incorporates a unique identificationunit 139, which is configured to automatically associate sensor datawith, for example, an identification number of the wagon 120 inquestion, as well as GPS position, time and date data and the like. Thisadvantageously allows for sensor data and/or alert signals to be linkedto the wagon 120 in question facilitating the rapid and pin pointdiagnosis of faults within a train 105. In particular embodiments, thesensor data that does not indicate a fault is still associated with theunique identification unit 139 and may or may not be transmittedwirelessly by the wagon master control module 135 to the train masterunit 108 depending on operator requirements, though eventually allsensor data (including non-fault occurrences) is transmitted and storedin the train master unit 108.

In the embodiment provided, each wagon 120 comprises eight sensormodules 126 each comprising of data processing sub-modules 145 operablycoupled there together with one sensor sub-module 140 and its respectivedata processing sub-module 145 disposed adjacent each of the eightwheels 123 of the wagon 120.

As shown in FIG. 4, each sensor module 126 comprises of a sub-module 140including a ZigBee transceiver 141 for transmitting sensor data and/oralert signals to the ZigBee transceiver 141 on a wagon master module125. On the sensor modules 126, there are two data storage units 142 and147 also incorporated into the sensor sub-module 140 and 145 that againcan store data with respect to a threshold level as well as historicaldata of the functioning of the respective sensors 151,153,155,157operably coupled thereto. To this end, the sensor sub-module 140includes an accelerometer 151, an acoustic sensor 153, such as amicrophone, a force sensor 155, such as a strain gauge, and atemperature sensor 157, such as a thermocouple and/or infrared thermaldetectors and may incorporate other sensors as required.

In the embodiment provided, the temperature sensors 157 of each sensorsub-module 140 is configured to monitor the temperature of both thewheel 123 and the bearing 124 of the wagon. With respect to themonitoring of wheels 123 infrared temperature sensors are used asappropriate. As will be appreciated, an increase or decrease in wheeltemperature may indicate, for example, brake failure (i.e., failure ofthe brake to either engage or disengage from the wheel 123). Formonitoring of bearing temperature, this can be achieved by thermocoupleunits.

The accelerometer 151 is configured to detect axial and/or radialaccelerations and/or vibrations of the wheel axle assembly 128. In thismanner, the accelerometer 151 generates sensor data that is transmittedto the data processing module 145 for analysis to derive there frombearing condition data corresponding to a degradation condition of thebearings 124 of the associated wheel axle assembly 128. Additionally,the accelerometer 151 can be capable of detecting the development of oneor more flat portions on the wheel 123 associated therewith as well astrack faults.

For the present embodiment, the force sensor 155 comprises of straingauges that are configured to measure and/or detect a weight of thewagon 120, and hence whether the wagon 120 is overloaded or not.Additionally, the force sensors 155 can detect a partially dumped wagonas described herein as well as if the wagon 120 is unbalanced. Furtherto this, the force sensors 155 (i.e., a different physical sensor to theweight unit) is preferably adapted to determine braking forces as anindicator of brake integrity and maintenance. The information gainedfrom these measurements may also be used to dynamically adjust on boardcontrol systems braking distance coefficients and minimise in trainforces.

As part of the sensor module 126 the acoustic sensor 153 is preferablydisposed adjacent the wheel axle assembly 128 so that the acousticsensor 153 can detect any audio or sound emanating from the axle 122,the bearing 124 and/or the wheel 123 and transmits corresponding sensordata to the data processing module 145 for analysis thereby. Sensor datafrom the acoustic sensor 153 can be obtained over a period of time whilethe wagon 120 is in movement, so as to determine or indicate whether thewheel 123 has a flat portion and/or provide bearing condition datacorresponding to a degree of degradation of the bearing 124 of the wheel123. The acoustic sensors 153 can also be configured to detect damage orfaults in an underlying portion of the railway track 102 as well as thedetection of equipment dragging thereunder.

As illustrated in FIG. 4, the data processing module 145 includes aprocessor unit 146, such as a microprocessor or the like as are known inthe art, During operation of the rail monitoring system 100, sensor datafrom each sensor module 126 collects data from the following sub-modulesaccelerometer 151, the acoustic sensor 153, the force sensor 155 and/orthe temperature sensor 157 (as well as the output of any other sensors,such as geophones, accelerometers, acoustic sensors, ultrasonic sensors,electric field sensors, magnetic field sensors, light intensity sensors,light selective frequency sensors, humidity, angular rate sensors,Global Positioning System (GPS), mechanical shock, pressure, or fluid orgas flow rate sensors, video camera units, a pantograph monitoringsystem, an inclinometer and any combination thereof) is transmitted tothe wagon master module 125 via a ZigBee carriage network 129. Prior tothis, each sensor module 126 carries out pre-processing. (e.g.,processor unit 146 of the data processing sub-module 145 for dataconditioning, where the sensor data is amplified and/or filtered asappropriate). The data is then forwarded onto the train master unit 108via the ZigBee backbone network 127.

In particular embodiments, sensor data is generated by the respectivesensors 151,153,155,157 at a sampling or monitoring interval of lessthan 5 minutes, but is adjustable as required The rail infrastructuremonitoring system 100 is also suitably configured to be dynamic, suchthat the monitoring interval can be automatically adjusted (e.g.,shortened) if the sensor data suggests there is a sudden change in oneor more performance indicators, such as a sudden increase in temperaturedetected by the temperature sensor 157 or a sudden increase in noise asdetected by the acoustic sensor 153.

The various processor units (141, 136 or 146 or a sub-combinationthereof) can then be configured to compare sensor data indicative of,for example, a wheel and/or bearing temperature, a flat wheel, anoverweight wagon, an air pressure problem, an unbalanced load, a bearingfailure (e.g., by the detection of increasing temperature and/or sound),a track fault (e.g., causes an impact on each wheel 123 as it passesover the particular track fault such that each wagon module 125 willgenerate the same alert signal with an identical GPS position, such thatthe track fault can be easily located and repaired) to a stored datavalue corresponding to the preselected threshold value thereof. If thesensor data is outside of this preselected threshold value, theprocessors then transmit an alert signal indicating a fault or imminentfailure by the wagon ZigBee transceiver 141 over the intra wagon networkto the wagon master ZigBee transceiver 136 and over the inter-wagonnetwork 127 to the control unit 108 of the locomotive 110. By way ofexample, the alert signal can indicate to the operator of the locomotive110 that the temperature of a particular bearing of a particular wheel123 of a particular wagon 120 attached thereto is above a pre-selectedthreshold level. One of the processor unit thus triggers the alertsignal when the temperature detected for its associated wheel exceeds apre-selected threshold temperature.

Detection of one or more faults or defects and the generation of analert signal by the sensor sub-module 140 of the sensor module 126suitably relies on a number of different methods and/or algorithms, asare known in the art. By way of example, the sensor module 126sub-module 140 monitors the condition of a bearing of the wheel 123 byassessing bearing and/or axle vibration using the accelerometer 151, thetemperature of the bearing using the temperature sensor 157 and/or theacoustic signature thereof using the acoustic sensor 153. To this end,high bearing temperatures may be indicative of catastrophic bearinglubrication failure, whilst increased bearing vibration and/or acousticscan be indicative of various types of bearing defects of faults.

In addition to the above, the continuous monitoring of the sensor databy processor units or a train master unit 108 or server 170 asappropriate allows for a trending analysis at a respective wagon mastersub-module 135, which can provide high reliability and accuracy withrespect to the detection of faults. To this end, the various processorunits can store at least partial data representative of historical peaklevels in the sensor data at the first, second or third data storageunits 138, 142, 147. If the wagon master processor unit then detectschanges therein that exceed a pre-selected threshold trigger then analert signal is generated and transmitted to the control unit 108. Byway of example, the processor units can use the temperature sensor 157to not only monitor absolute temperature of the wheel 123 in questionbut also calculates from its output a temperature rate of change. Thewagon master processor unit then assesses or monitors the absolutetemperature and temperature rate of change for any measurements outsideof threshold levels based on short term analysis, longer term trendinganalysis is carried out in the server 170.

In particular embodiments, one or more modified wagon master modulesknown as alternative modules 131 include a video camera unit whichallows for monitoring of the underside of the wagon including variousthings such as dragging equipment, though not limited to but includingothers such as track condition or switch blade condition etc.

In another embodiment an alternative module 131 consists of anothervariant of a wagon master module 125, and includes a video camera inaddition to an air pressure sensor are disposed on the rearmost of wagon120 of train 105. To this end the air pressure sensor (interfaced tosub-module 140) is configured to detect air pressure and transmit thisto the train master unit 108 providing the driver with a continuousreading as previously described. This provides confirmation of trainintegrity continuously in conjunction with other integrity informationsuch as train count, GPS train length etc giving the driver enhancedinformation.

In another variation of the embodiment described above, an alternativemodule 131 the rearmost wagon provides the ability to the driver toremotely vent the brake pipe in the case of emergency brakingapplication.

In another variation the operator of the train can view video whilst inrear shunt mode whilst also providing:

i) warning audio buzzer for personnel; and

ii) a way of visibly confirm shunt path clear.

Whilst in normal mode (non-shunt) the unit allows visual confirmationthat a passing train is clear or the train is stabled clear of a passingloop marker board (e.g., track clearance marker) though not limited tothese and other various other applications. This variant allows thetransmission of picture frames via ZigBee communications.

In another variant/embodiment an alternative module 131 has anadditional high-speed communications transceiver module such as LORA toprovide live video to the train master unit 108 for display to thedriver or a train control centre 170.

In some embodiments, the rail infrastructure monitoring system 100further includes a train based and launched remote-controlled drone unit115 (see FIG. 1.) The drone unit 115 can be utilised to, upon commandfrom the driver or train control centre 170, self-launch autonomously tocomplete a mission and return to the train, allowing inspection andconfirmation of an alert signal to the operator of the locomotive 110and/or central control 170. In the case of a driverless train the droneunit 115 can be used to provide feedback to a train control centre 170to verify safety procedures (via a visual inspection) prior torestarting the train (which removes the safety issue of a driverattending a remote location plus provides associated cost savings). Thedrone unit 115 can use LORA/mobile or other available communications totransmit (video and photographs) to a train master unit 108 withretransmission also available from the train to a train control centre170. In other embodiments various other sensor and video technologiesare also adaptable to the drone unit 115. Additionally, the sensorsub-module 140 can include a rotation rate sensor (not shown), such as arate sensor or gyroscopic device, is oriented to generate sensor dataindicative of the rotation of the wheel 123 and detect sliding orslipping thereof. The sensor sub-module 140 can include other detectionsensors for the detection of train tilt (derailment via toppling due tohigh winds) in addition to track cant and measurement for trackmaintenance purposes.

Advantages of embodiments of the invention include a complete railcommunication bearer as and when needed, hence replacing conventionalsystems of construction of a complete communications infrastructuresystem alongside the track.

The remaining FIGS. 7-9, 11 and 13 provide additional self-explanatorydiagrams and schematics related to the description above.

Further advantages of some embodiments include the following:

-   -   Providing a train brake force measurement system suitable for        providing continuous input into an on board in-cab signalling        system of braking distance, thus provide a more accurate        calculation of individual train braking distances;    -   Providing a complete new safety concept in terms of shunt alert        and video technology;    -   A system that is compatible with Driverless Trains;    -   A system that is compatible with electronic controlled brake        systems offering various enhancements e.g., providing an        alternative monitoring and communication path if required;    -   Dynamic feedback to driverless train onboard control systems to        dynamically adjust braking distance for improved train transit        times, as well as reduction of in train forces;    -   Cross data integration, as compared to existing disparate        systems, provides an integrated view of all monitored        infrastructure (above and below rail) to the operator. Existing        systems individually report back to a train control and the        information must then be cross referenced between systems to        achieve the best out of the various systems—giving the rail        operator the task, either manually or by another IT system, all        of which takes time, and also due to the possibility of missed        reads may not be possible at all. For example, in the case of a        flat wheel some embodiments of the present invention can detect        the high impact of the fault and because it also measures the        temperature of the same wheel the corresponding increase in        temperature of the wheel due to the flat wheel is able to be        quickly linked together by way of this system and the train        driver alerted quickly to the high probability fault due to two        confirming and thus redundant fault indicators;    -   Utilization of self-learning, predictive analysis and machine        learning. For example, if an embodiment is fitted to a new item        of rolling stock such as an ore car/freight wagon, it provides        lifecycle performance which can be easily compared with other        cars the same age in the fleet, and also allow predictions and        probability analysis as well as future automated decision        making;    -   Improved productivity. The system offers the rail operator a        competitive edge that does not become obsolete after a few        years, as the system is flexible enough to incorporate        additional features over time. Firmware updates can be carried        out without taking rolling stock/infrastructure out of service;    -   Real Time Derailment detection;    -   Dangerous goods and Freight monitoring in real time;    -   Self-diagnostics allowing simple change out of modules with        regular remote firmware updates;    -   Physical and encryption security;    -   Level crossing monitoring.

Those skilled in the art will appreciate that not all of the advantagesdescribed herein are incorporated into all embodiments of the presentinvention.

The above description of various embodiments of the present invention isprovided for purposes of description to one of ordinary skill in therelated art. It is not intended to be exhaustive or to limit theinvention to a single disclosed embodiment. As mentioned above, numerousalternatives and variations to the present invention will be apparent tothose skilled in the art of the above teaching. Accordingly, while somealternative embodiments have been discussed specifically, otherembodiments will be apparent or relatively easily developed by those ofordinary skill in the art. The invention is intended to embrace allalternatives, modifications, and variations of the present inventionthat have been discussed herein, and other embodiments that fall withinthe spirit and scope of the above described invention.

1. A rail infrastructure monitoring system comprising; a control unit; aplurality of wagon master modules; a plurality of sensor modulesconfigured to communicate wirelessly with a wagon master module, whereineach sensor module is associated with a respective wagon of a train on atrack, each sensor module including one or more sensors, the sensormodules comprising: a processor; and one or a plurality of sensorsadapted to measure one or more sensor data values indicative of acondition of a portion of the track infrastructure and/or the wagon, thesensors further adapted for inputting the sensor data values to theprocessor; and a train master unit; wherein the processor is adapted todetermine whether the measured sensor data values from the sensors iswithin a threshold range thereof and respond to a determination that themeasured sensor data values are outside the threshold range bygenerating and sending an alert signal to a wagon master module, andwherein the wagon master module sends the alert signal to the trainmaster unit.
 2. The system of claim 1, wherein the wagon master moduleseach include a unique identification address unit configured toassociate the sensor data values with an identification number of thewagon or below rail infrastructure associated with a sensor module. 3.The system of claim 1, wherein the sensors provide real-time and/or atleast semi-continuous measurement of the sensor data values to theprocessor.
 4. The system of claim 1, wherein the sensor and mastermodules each have a ZigBee transceiver and communicate with each otherand the control unit using wireless communications according to a ZigBeeprotocol or other wireless technology.
 5. The system of claim 1, whereinthe one or plurality of sensors is selected from the group consisting ofa temperature sensor, an accelerometer, a gyroscope sensor, a voltagesensor, a current sensor, a visual sensor (camera or video), an acousticsensor, an input output sensor, an air pressure sensor, an impactsensor, a hall effect sensor, a light sensor, a weather (wind, rain,water level, solar irradiation) sensor, a proximity sensor, a fluidlevel sensor, a slope sensor, a location sensor, a dust sensor, a forcesensor and any combination thereof.
 6. The system of claim 1, whereinthe one or plurality of sensors are operatively associated with arespective wheel axle assembly of the wagon.
 7. The system of claim 1,wherein the sensor data value is selected from the group consisting of awheel temperature value, a brake block missing, a brake shoe wearoutside limits, a dust value, a handbrake position, a Chute/Wagon coverposition, a spring fault, a suspension range, a coupler force, slackvalue, a hunt detection, a brake air pressure, a train integrity status,an axle vibration value, a bearing vibration value, a wagon weight, anacoustic signature and any combination thereof.
 8. The system of claim1, wherein the sensor data values are indicative of one or more of adegree of degradation of a bearing of a wheel, a flat portion on awheel, a brake condition, an overloaded wagon, an unevenly loaded wagonand wheel hunting.
 9. The system of claim 1, wherein the wagon mastermodules each include a GPS unit and the sensor data values identifying arespective location, speed, direction, recording time (GMT), date ofeach of the sensor modules.
 10. The system of claim 1, wherein the wagonmaster modules are configured to communicate with the control unitdirectly or by communicating through adjacent wagon master modules asintermediary communication links.
 11. The system of claim 1, wherein thecontrol unit and/or the wagon master sensor modules are capable ofreceiving and/or processing one or more external signals from a belowrail detection device.
 12. The system of claim 1, further comprising adata transmitter for transmitting the sensor data values and/or thealert signals for all or at a least a portion of the sensor modules to acontrol centre and/or an operator remote from the train, and wherein inthe case of partial readings when the train returns to high speedcommunication range or reaches the end of a journey any missing valuesare automatically downloaded to the control centre.
 13. A system forapplication to a wagon of a train on a track or below railinfrastructure, the system comprising: a transceiver configured tocommunicate wirelessly with a control unit; one or more sensor modules;the sensor modules comprising: a processor; and one or a plurality ofsensors adapted to measure one or more sensor data values indicative ofa condition of a portion of the track infrastructure and/or the wagon,the sensors further adapted for inputting the sensor data values to theprocessor; wherein the processor is adapted to determine whether themeasured sensor data values from the sensors is within a threshold rangethereof and respond to a determination that the measured sensor datavalues are outside the threshold range by generating and sending analert signal to the control unit.
 14. The system of claim 13, furthercomprising a wagon master module having a unique identification addressunit configured to associate the sensor data values with anidentification number of the wagon or below rail infrastructureassociated with a sensor module.
 15. The system of claim 13, wherein thesensors provide real-time and/or at least semi-continuous measurement ofthe sensor data values to the processor.
 16. The system of claim 13,wherein the sensor modules each have a ZigBee transceiver andcommunicate with the wagon master module to the control unit usingwireless communications according to a ZigBee protocol, or otherwireless technology.
 17. The system of claim 13, wherein the one orplurality of sensors is selected from the group consisting of atemperature sensor, an accelerometer, a gyroscope sensor, a voltagesensor, a current sensor, a visual sensor (camera or video), an acousticsensor, an input output sensor, an air pressure sensor, an impactsensor, a hall effect sensor, a light sensor, a weather (wind, rain,water level, solar irradiation) sensor, a proximity sensor, a fluidlevel sensor, a slope sensor, a location sensor, a dust sensor, anacoustic sensor, a force sensor and any combination thereof.
 18. Thesystem of claim 13, wherein the one or plurality of sensors are to beoperatively associated with a respective wheel axle assembly of thewagon.
 19. The system of claim 13, wherein the sensor data value isselected from the group consisting of a wheel temperature value, an axlevibration value, a bearing vibration value, a wagon weight, a brakeblock missing, a brake shoe wear outside limits, a dust value, ahandbrake position, a Chute/Wagon cover position, a spring fault, asuspension range, a coupler force, slack value, a hunt detection, abrake air pressure, a train integrity status, a switch machine status, abridge monitor, a track lubricator status, dangerous goods status,weather value, an acoustic signature and any combination thereof. 20.The system of claim 13, wherein the sensor data values are indicative ofone or more of a degree of degradation of a bearing of a wheel, a flatportion on a wheel, a brake condition, an overloaded wagon, an unevenlyloaded wagon and wagon hunting.
 21. The system of claim 13, furtherincluding a GPS unit and the sensor data values identifying a respectivelocation, speed, direction, recording time (GMT), date of a sensormodule.
 22. The system of claim 13, wherein the wagon master module isconfigured to communicate with the control unit directly or bycommunicating through adjacent wagon master modules as intermediarycommunication links.
 23. The system of claim 13, wherein a wagon masterand sensor module is capable of receiving and/or processing one or moreexternal signals from a below rail detection device, or wherein a trainmaster unit is capable of receiving and/or processing one or moreexternal signals directly from a below rail detection device.
 24. Amethod for monitoring a wagon of a train on a track or below railinfrastructure, said method including the steps of: providing a controlunit and a wagon master module and a sensor module, wherein the sensormodule comprises a transceiver configured to communicate wirelessly withthe wagon master module and one or more sensor modules communicatingwith the wagon master module, the sensor modules comprising a processorand one or a plurality of sensors; measuring by the one or plurality ofsensors one or more sensor data values indicative of a condition of aportion of the track infrastructure and/or the wagon; inputting thesensor data values to the processor; determining by the processorwhether the measured sensor data values from the sensors is within athreshold range thereof; and generating and sending an alert signal tothe wagon master module if the processor determines that the measuredsensor data values are outside the threshold range and further includingthe step of receiving and/or processing one or more external signalsfrom a below rail detection device.
 25. The method of claim 24, whereinthe train master unit is associated with a locomotive of the train. 26.The method of claim 24, further including the step of receiving and/orprocessing one or more external signals from a below rail detectiondevice.
 27. The method of claim 24, further including the step ofassociating the sensor data values with an identification number of thewagon or below rail infrastructure associated with the sensor module.28. The method of claim 24, further including the step of transmittingthe sensor data values and/or the alert signals for all or at least aportion of the sensor modules to a control centre and/or an operatorremote from the train.
 29. The method of claim 24, wherein the processorgenerates an alert signal if the and sensor data values are above orbelow the threshold level.
 30. The method of claim 24, wherein the wagonmaster and sensor module is: a rail infrastructure monitoring systemcomprising; a control unit; a plurality of wagon master modules; aplurality of sensor modules configured to communicate wirelessly with awagon master module, wherein each sensor module is associated with arespective wagon of a train on a track, each sensor module including oneor more sensors, the sensor modules comprising: a processor; and one ora plurality of sensors adapted to measure one or more sensor data valuesindicative of a condition of a portion of the track infrastructureand/or the wagon, the sensors further adapted for inputting the sensordata values to the processor; and a train master unit; wherein theprocessor is adapted to determine whether the measured sensor datavalues from the sensors is within a threshold range thereof and respondto a determination that the measured sensor data values are outside thethreshold range by generating and sending an alert signal to a wagonmaster module, and wherein the wagon master module sends the alertsignal to the train master unit; and wherein the control unit and/or thewagon master sensor modules are capable of receiving and/or processingone or more external signals from a below rail detection device.
 31. Thesystem of claim 1 being further characterised in that:— a. the one orplurality of sensors includes at least a temperature sensor, anaccelerometer, a gyroscope sensor, a voltage sensor, a current sensor, avisual sensor, an acoustic sensor, an input output sensor, an airpressure sensor, a hall effect sensor, a weather sensor, a proximitysensor, a fluid level sensor, a slope sensor, a GPS location sensor, anda dust sensor; b. further comprising a data transmitter for transmittingthe sensor data values and/or the alert signals for all or at a least aportion of the sensor modules to a control centre and/or an operatorremote from the train, and wherein in the case of partial readings whenthe train returns to high speed communication range or reaches the endof a journey any missing values are automatically downloaded to thecontrol centre; and c. further including the step of receiving and/orprocessing one or more external signals from a below rail detectiondevice.